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German challenger

15th December 1984
Page 28
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Page 28, 15th December 1984 — German challenger
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ALTHOUGH Mercedes-Benz has been selling its 4x4 G-range (Gelandewagen or "go anywhere" vehicle) in Britain since late 1981, the recently introduced 300GD pickup is its first attempt to break into the lucrative UK four-wheel-drive light commercial vehicle sector dominated by Land Rover.

The 2.5-tonne-gvw 300GD pickup is built for Daimler-Benz by the Austrian all-wheel-drive specialist Steyr-Daimler-Puch and has an impressive specification by any standard.

It includes a powerful threelitre diesel engine, all-round coil spring suspension, a choice of three gearboxes, two manual and one automatic, and front disc brakes. A unique transfer case allows drivers to change from two-wheel drive to fourwheel drive, either high or low range, travelling at any speed, and both axles have differential locks. (The Land Rover Ninety has only a single diff lock incorporated in its transfer case.) Sophisticated engineering does not come cheap, however — at least from Daimler-Benz, for the 300GD pickup costs £13,125. This is significantly more than a direct competitor like the Land Rover Ninety pickup at £8,821 or the highcapacity One-Ten model at £9,847. As the 300GD is a commercial vehicle, vat is recoverable, bringing the final price down to £11,413. However, even taking this into account the 300GD canvas top still remains the most expensive light 4x4 pickup in the UK market.

Daimler-Benz offers the Gwagen pickup with a choice of petrol or diesel engine on the Continent. In Britain, however, it is restricted to the three-litre Daimler-Benz indirect-injection diesel unit, which M-B (UK) quite rightly sees as being more attractive to potential customers.

Even carrying its maximum payload of 540kg (10.6cwt), the 300GD's five-cylinder 65kW (88hp) engine with its maximum torque of 172Nm (124 lbft) has plenty of power both on and off the road.

The extra torque and power provided by the three-litre Daimler diesel proved particularly noticeable compared with the smaller 59kW (67hp) 25litre engine fitted in the Land Rover Ninety, especially over the tough 1 in 2 sections of our off-road route.

The 300GD pickup is based on the 2,400mm (94.6in) shortwheelbased G-Series estate but with the roof and upper rear body panels replaced by a tilt cover. With no roof or rear cab bulkhead, body integrity is maintained by a roll bar between the B-posts.

While some operators may prefer a separate pickup load bed, the absence of any rear bulkhead or load restraint barrier provides extra space in the driving area. The result is a more comfortable driving position. The Merc driver can adjust the backward rake of the seats whereas in the UMM and Land Rover the presence of a solid cab bulkhead compels the driver to sit bolt upright with his knees bent almost double.

Like the Land Rover Ninety, the 300GD pickup is equipped with all-round coil spring sus pension, which not only gives a superior ride compared to that of leaf units but allows greater axle articulation – up to 260mm (1 1.8in) on the 300GD. Aided by the firm German seats, these give the G-wagen an excellent ride with little body roll.

The standard power-assisted recirculating ball steering is very light to use and has good feedback, making the negotiation of deep ruts effortless. A hydraulic damper ensures that very little road shock is transmitted to the steering wheel. The slick gearchange on the optional five-speed gearbox is aided by the short lever's positive action.

To change from two to fourwheel drive, the clutch is 'depressed and the additional range-change lever moved forward like a conventional gearshift into 4x4 high range. Across and down through a neutral gate engages fourwheel drive, cross-country or low range.

The ability to select fourwheel drive at any speed, as well as the diff locks which are engaged by simply pulling up two levers next to the gear lever, allows drivers to react quickly to sudden changes in the terrain without losing precious traction. Running over deep rutted mud and shale-covered forest tracks, the G-wagen just kept going and going. Indeed, it proved almost unstoppable.

Our 3 0 0 GD was taken through a series of muddy water holes previously negotiated by the other test pickups. On the final hole, the front of the Mercedes dipped suddenly down, forcing water up into the engine compartment. The water was then drawn into the air filter and cylinder via the long filter inlet pipe.

As water and engines do not usually mix in this way, the unlucky 300GD came to an abrupt halt. Had the air filter inlet pipe been designed less like a funnel or simply shielded to prevent a sudden rush of water entering the filter assembly, the problem would not have arisen.

While the 300GD has an impressive wading depth of 60 Omm (23.6in) — certainly deeper than our hole — the chances of water getting into the engine should be borne in mind. For those few operators likely to encounter a great deal of water, M-B recommends its optional air-filter snorkel kit.. To be fair to Mercedes the Gwagen was not the only vehicle to suffer from water ingress during our tests. The Nissan King Cab took a similar mouthful, flooding its electrics, although its long and tortuous air filter inlet prevented any

reaching the engine. The UMM appeared similarly vulnerable with its large forward-facing intake. That it should happen to a diesel engined vehicle is even more ironic, for of all the 4x4s tested by CM these are generally the least affected by water. It says something for the 300GD's engine, however, that even in its waterlogged state it managed to fire up again and pull the pickup out of the hole, although by now it was trailing a thick plume of smoke and with the oil warning light flickering on. After a long drying out period we limped to a nearby M-B dealer.

This aside, the 300GD is an excellent performer on or off road with its sophisticated driveline providing plenty of traction in the very worst conditions.

• by Brian Weatherley

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